AutoTrader SCORE
-
STYLING8.0/10
-
Safety8.0/10
-
PRACTICALITY9.0/10
-
USER-FRIENDLINESS9.0/10
-
FEATURES8.0/10
-
POWER7.0/10
-
COMFORT8.0/10
-
DRIVING FEEL8.0/10
-
FUEL ECONOMY8.0/10
-
VALUE8.0/10
The Chevrolet Trax might be the best small vehicle General Motors (GM) has made to date, but it only comes in front-wheel drive (FWD).
That’s where the similarly-sized 2024 Chevrolet Trailblazer comes in. While its cheapest trims feature FWD layouts, all-wheel drive (AWD) can be added optionally, while it’s standard on the two most expensive versions. That includes the RS tested here, which was topped up with a hefty $4,975 in options for a pre-tax price of nearly $42,000.
Styling: 8/10
The Trailblazer received a refresh this year, with new fascia and grille designs that differentiate the trims, while the RS trim rides on 19-inch wheels – slightly larger than last year’s 18-inch rims. White and grey paint are included in the price, but my tester’s handsome Crimson Red adds $495, as do most other colours.
Inside, the Trailblazer tucks a new-for-2024 twin-screen display into the handsome dash, with a standard 11-inch centre touchscreen and eight-inch digital instrument unit. The upper trims include accent colours on the stitching and across the dash.
Safety: 8/10
The 2024 Trailblazer gets the top five-star crash-test rating from the United States National Highway Traffic Safety Administration (NHTSA). Over at the Insurance Institute for Highway Safety (IIHS), it gets the top “Good” in front and side crash tests, but two of them are the independent non-profit’s original tests. It had not yet been rated at the time of writing in the updated side test that better simulates being struck by a larger SUV; and the new front test that now assesses potential injury to a rear-seat passenger, as well as those up front.
The base LS trim includes such driver-assist technologies as emergency front braking with pedestrian detection, buckle-to-drive, lane-keep assist, teen driver controls, automatic high-beam control, and the back-up camera that’s mandatory on all new vehicles. The other three trims then add blind-spot monitoring with rear cross-traffic alert and rear parking sensors assist.
My tester was further optioned with adaptive cruise control. When I first drove the then-new 2021 Trailblazer, that system could be jerky as it reacted to traffic, but it seems to have been tweaked as it now works quite well.
Features: 8/10
The new 11-inch touchscreen includes wireless Apple CarPlay and Android Auto, and as many automakers are heading, with available subscription services but without embedded navigation. All trims include single-zone climate control, six-speaker audio – upgraded to an optional seven-speaker system in this tester – and LED headlights.
Moving up to the LT trim adds heated seats and steering wheel, and remote engine start. The Activ and RS trims then add a power driver’s seat, rear seat centre armrest, and faux-leather upholstery. Optional items include a 120-volt power outlet, automatic climate control, cargo cover, auto-dimming mirror, wireless charger, and a hands-free power tailgate, as well as a panoramic sunroof.
User-Friendliness: 9/10
The Trailblazer is easy to use, which helps reduce distraction. The climate system is controlled via buttons and dials, as is the cruise control on the steering wheel; and the centre screen has simple icons and a volume dial. It’s also easy to get in and out of the vehicle and visibility is good, plus a relatively low liftover around back reduces the effort required to access the cargo compartment.
Practicality: 9/10
At 716 L of cargo space with the rear seats upright, the Trailblazer about average among some of its subcompact rivals, where the Kia Seltos has 753 L – and the Chevy Trax has 725 L – but the Subaru Crosstrek and Toyota Corolla Cross offer less. In addition to its 60/40 folding rear seats, the front passenger seat can be tucked away – handy when moving large items. Meanwhile, small-item storage is good, and the Trailblazer can tow as much as 453 kg (1,000 lb).
Comfort: 8/10
I had to make a couple of four-hour-plus treks during this test, and wondered how my spine would fare, but I didn’t worry for long. It’s not a luxury vehicle, of course, but the seats are more supportive than expected; and while many rivals have more front-seat legroom, the Trailblazer is still spacious enough in those chairs, and its 1,001 mm (39.4 in) of rear-seat legroom is more than most.
Power: 7/10
The Trailblazer comes with two available turbocharged three-cylinder engines, depending on how many wheels are being driven. The LS and LT in FWD use a 1.2L making 137 hp and 162 lb-ft of torque, and mated to an automatic continuously-variable transmission (CVT). With AWD there’s a 1.3L, with 155 hp and 174 lb-ft of torque, and a conventional nine-speed automatic transmission.
That little 1.3L feels peppy enough in the city, moving well off the line and through traffic. It takes a bit to get it up to highway speeds, though, and while it cruises fine once it gets there, it gets wheezy when you put your foot down. You quickly learn to plan your passing manoeuvres.
Driving Feel: 8/10
The Trailblazer is definitely not a hot hatch, but its steering is nicely-weighted and responsive. It’s confident around corners, and feels well-planted on the highway. It behaves exactly as you expect a commuter runabout to be: no fuss, and with a smooth ride.
When I first drove it a few years ago I found the transmission too eager to shift and the engine loud. That seems to have been smoothed out since then.
A button switches it from FWD-only into its AWD setting. It still primarily drives the front wheels, but powers up the rear ones when traction is needed. I’m not sure why there’s a choice, since it makes more sense to have the AWD always ready in case it’s needed.
Fuel Economy: 8/10
The Trailblazer with AWD is officially rated by Natural Resources Canada (NRCan) at 9.0 L/100 km in the city, 8.1 on the highway, and 8.6 in combined driving (the FWD version rates a combined 7.8), and it takes regular-grade gasoline. I spent much of my time on long highway drives, and averaged 8.3 L/100 km. While this three-cylinder engine rates higher than some competitors with four cylinders, they’re all pretty close, with the Subaru Crosstrek at 8.0 L/100 km combined, and the Toyota Corolla Cross at 7.8 (the hybrid version is rated for just 5.6).
Value: 8/10
The Trailblazer starts at $28,699 in FWD and $30,699 in AWD, and runs to $34,999. It’s in line with some rivals that offer both: The Kia Seltos starts at $27,345; while the Toyota Corolla Cross is $29,580 to $37,880. The Subaru Crosstrek, with its standard AWD, is $31,290 to $40,290 (all prices including delivery). The Trailblazer’s sibling, the Buick Encore GX, comes in FWD or AWD but with the 1.3L engine in both, and starts at $31,649.
The Verdict
There are a lot of very good competitors in this subcompact crossover segment, and the 2024 Chevrolet Trailblazer holds its own but isn’t head-and-shoulders above them. It’s comfortable and practical, and its handling is smooth and responsive; but then that’s the case with most of its rivals, so test-drive it thoroughly on city streets and the highway. It’s a decent little ride that just might win you over.
| Engine Displacement | 1.3L |
|---|---|
| Engine Cylinders | Turbo I3 |
| Peak Horsepower | 155 hp @ 5,600 rpm |
| Peak Torque | 174 lb-ft @ 1,600 rpm |
| Fuel Economy | 9.0 / 8.1 / 8.6 L/100 km cty/hwy/cmb |
| Cargo Space | 716 / 1,540 L seats up/down |
| Model Tested | 2024 Chevrolet Trailblazer RS |
| Base Price | $34,999 |
| A/C Tax | $100 |
| Destination Fee | $2,000 |
| Price as Tested | $43,074 |
|
Optional Equipment
$4,975 — Panoramic sunroof, $1,695; Convenience package, $1,355; Adaptive cruise control and Premium Sound package, $1,195; Crimson Metallic paint, $495; sport pedal kit, $235
|
|
You may also like
